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On the ecu is a number. Contact Holley and find out. In the Holley website you can get most versions of the software. You should hopefully be able to run v5 or newer.

That would get expensive! We did not. We all know the Fast is just a ported version of a stock LS3 for the most part. The rod mod from what I have seen isn't worth the hassle or the expense. I did reach out to them to see if they wanted to let us use one of their manifolds or modify ours, but not a reply. Anyway this video is mainly about the throttle body size, and I don't think it would be any different with any other intake that didn't raise the rpm much higher. I still have this intake on my car, as I'm not wanting to take it apart and it does look cooler than the Stock LS3 intake. Thanks for watching.

If you are talking Sniper 1, there really isn't anything you can do. The design has too many flaws to even use. Sometimes they work, and other times they do not. We have found that replacing them with the Sniper 2 is the only option. Contact Holley ASAP if you want to trade it in, you didn't hear that from me, shhhh

I havent bought any of their efi systems yet, just asking ?s to make informed decisions before I concider it

@@stephanalexanderhattingh9890 If you decide to buy a sniper 2 please contact us. We are a dealer. stay away from the sniper 1 at any price. All others are just as bad. Sniper 2 seems like they addressed all the previous issues.

You're welcome. Its hard to get legit unbiased info. Thanks for watching and glad it helped you out. I still have the manifold on my car with a 95mm Holley throttle body. The loss of low end power sucks, but also may help with traction. I do wish it would have been offset by more that 2-3 hp on the top end, ughhhh. btw. I recommend the Holley 95mm TB. Drivability is the best with that unit because of its taper design, unfortunately it is expensive

We can get you the terminator X stealth. It is a few hundred more but we have had much better luck with it. We haven't had that much trouble with the Sniper 2. I'm installing one next week. I can get you either if you are interested. We are a Holley EFI elite dealer. thanks

couldnt agree more. Hopefully the new version proves to be dependable.

Bwahahahaha someone can't tune a carb😂😂😂

@@asherdie most people cant. Thats why edelbrocks are so popular.

What would you suggest? As noted this engine is in a car used for autocross and track day stuff. It needs a broad powerband. It also sees the street. If it was a drag race motor, a high ram or something would make likely 60-80 more go, but at a steep cost in the mid range. Both of these intakes are perfect for this motor. Raced the car today. Barely saw 6000 rpm on the autocross course.

@@ks71z28 then I would do a much smaller cam if I was worried about midrange so much. No use in have that big of a cam and only turn it 6000 on race day. But in the end a intake that matches that cam would never lose any midrange......because gear multiplies torque. You could run more gear. There's lots of ways to do things and a oe ls3 intake is pretty good.....for a oe ls3 or something mild. But once you go so far it's holding a big engine with a big cam like yours back.

@@HioSSilver1999 Well, there are lots of options yes. On your mentioning of a smaller cam, well this isn't our first LS build. We dyno a lot, we tune lots of LS engines of various combinations. This Cam/intake combo for its intended use is a great match. A smaller cam would yield less torque down low. This cam when we have used it in various LS combinations makes peak power around 6200-6400 rpm. The reason my engine only went to 6k this weekend was because of gearing. I don't have six different gear set to swap into the car for different conditions. What I do have is over 500 wheel tq, so gearing and RPM really don't matter. I do not need to wind the motor up to make it go fast. On the other hand, on the track the motor will see 7000 rpm at 142 mph. On the dyno the engine made peak power at 6200 rpm, but really only fell off around 10-15 hp at 7000 rpm. Yes the intake is likely limiting that power, but in my case, so what. The engine is so powerful and responsive down low, all while not needing to wind it way up to the moon to make power. This engine responds like a big block. So in conclusion.... I am willing to give up 10-15 hp on the very top end where the engine rarely goes, for 20-30 from 2500-5000 rpm where it spends most of its time.

@@ks71z28 you're not giving up 10-15 up top.....more like 30 + as rpm continues if that's a oe intake and tb. Hell we picked up more than that with a h/c ls3 and didn't lose enough to matter at low rpm with a l.o.d. intake....because we don't race at 3k rpm.

@@HioSSilver1999 Did I mention this all needs to fit under the flat hood of a 1971 Camaro! Lots of stuff to consider. The point of this video was to show people that this intake really isn't very good. If you look at our other videos, I have one with a LS3 with a BTR Low Ram intake and a stage 3 cam, and shorty headers with 2.5" exhaust. This was such a bad combo, I compared it to the same engine with a stock intake and better exhaust, power numbers were amazing to see the difference. I hear what your saying. For my "box" I need to run this engine, the Stock LS3 would be the best performance and cost. thanks for your input.

Yes with more air you need more fuel. As i keep having to point out, this is a speed density system, not a MAF. So as more air enters, more fuel is used. The WBo2 takes care to also keep the AFR perfect, so yes the AFR was the SAME on both. My point was that even with this 6.8L motor with big heads and cam, it really didn't need a bigger throttle body, ultimately I will put the Holley 95mm back on because its tip in design is really nice, but it is over $600, but worth it on driviability. The bigger 102 really suffered with tip in throttle. too much air too fast.

@ks71z28 OH ok. Cool. This is the first video I seen from you. I am watching the other videos now so I can catch up. That way I can see how you built it.

@ks71z28 Throttle response and drivability is definitely big points for me.

I'm not so convinced its best for a bigger cube motor. Mine is a 416 with big heads. The loss down in the meat is a big sacrifice for what I use it for

@ks71z28 The comment was before I finished the video lol. I will stay with the stock intake. And a 92mm throttle body. Should be good with a BTR Ls3 Stage 2 V2 cam. I'm really not trying for all out power. Burnouts and ice cream with the grandkids until I get the suspension and brake mods done. Then burnouts and ice cream and some track time. She is going to be spicy!!! Considering it cam with a 4.6L 2V with 239 hp at the crank new. Great info.

sorry my production crew is limited

yeah, let the holley do the work. transfer the learn to base a few times. highlight the table and hit smooth. you should only need to do this a few times. once the values in the learn table are +/- 8-10 you are good. Turn the closed loop down to 25%, and you can limit the learn to the same, so if the 02 sensor goes out it will still run.

Thanks, we have it on our website. let me know if you want one www.customworksperformance.net

Get your target afr table set up, as well as your ignition set up (if controlling timing) let the Holley do all the work and put some miles on it! Thanks for the positive comment. We try to keep things real here, no fluff, lol

We did a boat. It was a 351 Ford in a ski boat. It was already a fuel injected boat, so the fuel tank was set up well. The big issue can be fuel delivery on a boat. We used a special fitting for the wbo2 for the exhaust because of the water, the harp part was getting it to the lake to tune it. It all worked pretty well in the end. Similar to a car.

Not a good idea. Remember the tunnel is really small and driveshaft angles are important. I have a new video to put out on the driveshaft. I would do a middle sump if I had to do it over.

@@ks71z28 It was just a fleeting thought , haven't had time to measure anything or see what the angle would be if the engine either. I've been looking for center sump pans but seems measurements aren't lining up with the few that I've found, had a batwing pan but that was a no go also. As of right now I don't have much cash into the project so I'm not too backwards just don't have the 5k+ for all the machine work and parts the OG 430 would need, that and with the horrible QC of parts I'm scared shitless of any flat tappet lifters/ cams! Bad enuff I get bad rollers let alone friction style ones. Seen a long time builder wipe out 3 cams in a row bc of garbage parts from a big namer company he had been using for 30+ years.

If you know your know. If people were willing to spend $2000 for a unit with solid electronics, this would be great. Holley is now run by an investment group who make decisions based on cost and profit. The variable they seem to overlook is customer service and their dealer support. Seems like they are trying to make good with the dealers they stepped on over the last few years. thanks for watching

Thanks for watching, having a dyno and doing these tests are pretty cool. too many people are getting paid or free stuff to "test" products. I wish I had more time to do these kind of things

sure, send it over

Because the 102 didn't do anything hp wise from the 92, I don't think going bigger would do anything except hurt the slow speed air flow further. I think the fact that they made this HUGE throttle opening (112mm) for this manifold seems like a contradiction to the design of their manifold, which is to out perform the stock LS3 manifold everywhere. All my testing and all of my research leads me to believe that at a point, once a manifold reaches maximum efficiency for a certain range, changing it will only take power from the top of the curve and move it to the bottom, or vice versa. That is why the factories went to a dual runner intake when they went variable valve timing, its like have tow different intakes. The Performance design intake in this case did in fact improve power at the top of the curve by allowing it to carry about 400 rpm longer, but at a cost from off idle to 5200 rpm, not massive but 10-15hp and 15-20tq, for me that is not worth the slight gains. I will be taking the PD intake off and going back to stock. I would love to test a posted or rod modded stock LS3 intake if anyone has one! thanks f9or your comments and watching

We had been in contact with PD for a while prior to this, they told us we would see a gain of 20hp and possibly some gains down low. Our initial dyno results with the stock manifold yielded peak power at 6000 rpm, which seemed low for this combo (even though power numbers were exactly what we hoped for this combo). We thought we might pick up some power because we thought the stock manifold was just running out of flow. Which to some extent it did. We also discover windage was dropping power, which we resolved with lowering the oil level in the pan (because it was too high, and should affect the oiling at the level it is at now). The only dyno video I watched prior to this was Richard Holdener's. Also we do a lot of dyno stuff and I want to see this stuff for myself. We aren't paid by ANYONE to do this stuff, and seeing for your own eyes is good experience. We have a follow up video with this manifold comparing a 92mm vs a 102mm throttle bodies. you should check that out th-cam.com/video/uPdLbtIeJcs/w-d-xo.html&lc=UgzojzEX1i6ShAwAlvN4AaABAg

You’re obviously not a tuner. This is a speed density set up, noted by me stating a Holley dominator ecu, target AFR were not changed and both runs were run at 12.6:1. This was verified by the actual O2 reading in the data logs.

Also the test likely revealed this big motor didn’t need more air. The engine dictates how much air it ingests The throttle body is either a restriction or not. In this test I showed the 92 mm was not a restriction and the 102 actually seemed to hurt low speed air flow likely due to a loss of velocity.

and I do appreciate your comments. this is all about learning. I make nothing or gain anything from this except experience. A $40k dyno, a $1000 intake, $1000 in throttle bodies, and about 40 hours of time to make all of this happen. priceless

totally

Are you thinking a carburetor? Richard Holdener tested carbs and Efi intakes. It’s just so hard to beat the stock LS3 intake, which is going back on this motor.

@@ks71z28 I would like too. No hate on the ls3 intake. I just like the traditional look in the engine bay. And I’m trying to make my formula hood scoops still be Functional.

I get it. we used the Holley intake, it is multiport, but allowed us the use the stock style air cleaner to make the motor look kinda stockish, it did leave a bit on the table for power, but the lloks were important and the customer never drove it with a better intake, so he was fine lol. do what you think is right for you

www.ebay.com/str/Custom-Works-Performance

@@ks71z28I’m running spal fans do you offer the shroud. I emailed you

yes it does!

Thats what I was hoping for, mine is 6.8, way larger than the sock 6.2, and close to the 7.0 Richard tested. If you look at his video, he really focusses on peak power, where on my test it showed a slight increase and a longer peak hp curve, but its the loss below 5200 that is really the killer. Yes my test won't reflect the intake in every scenario, but my experience was a bit dissappointing and costly for me, thanks for watching Dave!

@@ks71z28 It looks like the intake only does a little something way up there in the RPM range and most people do not rev that high , For the $1,000 you could change your rear gears to say a 4.56 if you wanted to snap your neck, HAA HA

$800 shipped

you need to purchase the usb cable seperately, then you must download the sniper efi software from the holley website

@ks71z28 Thank you! I've been dealing with a TPS issue on a friend's sniper. It reads 0-80%, and the US Shift says the TPS has low voltage. But I couldn't figure out how to autoset the TPS if I couldn't connect a laptop

@@keith90102 the sniper autosets everytime the ignition is cycled. Just buy a new tps sensor

@@ks71z28 Right on, I'll do that. Thank you

That's funny you bring that up, because you already heard my response to that before I made this video in a message on Instagram. The port alignment is perfect on the short radius (lower side), and slight off on the upper corners of the port, meaning the head surface shown, but this is absolutely minimal. I checked with a borescope (doing this on a stock LS3 intake would be really difficult) Keep in mind these are the same heads as were used on the LS3 intake, so if the heads are poorly designed, they would affect the stock LS3 intake as well. We aren't looking at an absolute power number here, just a comparison between the two intakes on the same engine, with the same tune. We are going to do a video with two different sized throttle bodies to see if that may have contributed to the loss of power bellow 5200 RPM. We will keep you posted

A mis-alignment would hurt flow all over, increasing with RPM. This is just a function of runner length, you see it with ALL aftermarket manfolds and most easily with the FAST that has swapable trumpets. The fact is there's an endless amount of dyno comparisons showing aftermarket manifolds simply can't touch best best factory intakes below 6k. The hard truth is you're buying looks or 1000rpm of powerband before redline.

@@hydrocarbon82 I agree, We spoke to performance designs and they mentioned checking for a mismatch before we made this video. The bottom of the port was perfect, the top in the corners were a little off, but it would likely be the same with both manifolds, unless the PD intake was the mismatch. I feel this is an absolute fair comparison under the same circumstances. I also do think windage hurt the stock manifold dyno run, which we remedied by lowering the oil level for the dyno run with the PD intake. We aren't setting out to hurt anyone, infact I now am the proud owner of a $1000 intake and $675 Throttle body I am not going to use, due to my findings.

Correct that what I used. Interesting that experience builders don't take the time to use bore scope to make sure everything aligns. I posted on lstech my journey. I dyno next week so will see my gains. I ported and smoothed everything as well as port matched my intake. Shaved the top too. It's perfect. I also ported and smoothed everything no step when the air enters the intake. I think my builds is the nicest out there. I portmatched the XS inake to my heads see if it makes any gains. I have TSP heads and big cam. Stock 376, 12.0 compression.

@@GETLITUP69 I didn't see your link in LS1tech. You assume I don't know how to tune? I would like to see your wizardry!

Has to be according to laws so government can shut down your EFI during civilwar

I don't recall it was one we had around.

Yes. We make 3 videos on the sniper 2. Go to our channel.

That is any easy check. The sniper has a relay with a (blue) I think wire to the fuel pump. turn the key on and see if 12v is going to the fuel pump. If you are running an external pump, they fail A lot due to heat, in tank is ALWAYS better. Likely the flooded condition was the o2 sensor failed. Its not the sensor causing the issue, it is the Holley, I haven't been told what causes that.

The pan will depend on where you put the engine. If you want to hire us to help with some of the engineering we can work something out. there are things I would do different if I did it again. Feel free to contact us to set something up. 530 864-5846

Not sure exactly what your sniper issues are but it might be a case of an installation issue. Running lean would be a tune issue. I would suggest comparing your target AFR to your actual AFR. If you were in Northern California I would definitely have you come here and have it looked at. Maybe there is someone in your area as well. Hope you get it sorted.

Don't replace it because of the secondaries. There has to be a way to clearance the butterfly to keep it from doing that. Even if it cause air to bypass, just close the primary one. Maybe a stop on the secondary that keeps it open a bit, then close the primary all the way. I wish I had one on one of my personal vehicles to try these things, most customers we get come from out of the area as well. thanks for your reply we have a new video on tuning just out